Pilot controlled main valve for fluid pressure systems



Feb 2, 1954 P. H. GENTzl-:L

PILOT CONTROLLED MAIN VALVE FOR FLUID PRESSURE SYSTEMS villa Feb. 2, 1954 P; H. GENTZEL 2,667,892

PILOT CONTROLLED MAIN VALVE FOR FLUID PRESSURE SYSTEMS Oginal Filed Nov. 4f 1941 6 Sheets-Sheet 2 mvEN-roR PERRY H. GENTZEL AQ'TORNEYS P. H. GENTZEL Feb. 2, 1954 PILOT CONTROLLED MAIN VALVE FOR FLUID PRESSURE SYSTEMS 6 Sheets-Sheet 3 Original Filed Nov. 4, 1941 INVENTOR- PERRY H. GENTZEL A'. TTORNEYJ' Feb. Z, 1954 P. H. GENTZEL PILOT CONTROLLED MAIN VALVE FOR FLUID PRESSURE SYSTEMS Original Filed Nov. 4, 1941 6 Sheets-Sheet 4 A TTORNEYJ' Feb. 2, 1954 P. Hf GENTZEL 2,667,892

PILOT coNTEoELED MAIN vALvE FOR FLUID PRESSURE SYSTEMS Original Filed Nov. 4, 1941 6 Sheets-Sheet 5 INVENTOR PERRY H.GENTZEL BY ATTORNEYS Feb. 2, 1954 P. H. GENTZEL 2,667,892

V PILOT CONTROLLED MAIN VALVE FOR FLUID PRESSURE SYSTEMS Original. Filed Nov. 4, 1941 6 Sheets-Sheet 6 Solenoid opcroizd valve ATTORNEYS Patented Feb. 2, 1 954 PILOT CONTROLLED MAIN VALVE FOR FLUID PRESSURE SYSTEMS Perry H. Gentzel, State College, Pa.

Continuation of application Serial No. 417,775,

November 4, 1941. This appplication September 14, 1946, Serial No. 697,053

1 Claim. 1

This invention relates to fluid pressure systems utilizing safety valves to relieve excess pressure, and has as its primary object the provision of safety valves for a fluid pressure system of very simple and inexpensive construction capable of more economical and eicient operation than previously considered possible, and wherein excess pressure may be relieved instantaneously either automatically or manually from a convenient location.

Another object is to provide a pilot valve particularly suitable for use in such a fluid pressure system.

Another object is to provide a pilot-actuated valve particularly suitable for use in such a system.

Other objects and advantages will appear as the description of the invention proceeds.

Referring briefly to the drawings,

Figure 1 is a vertical section, partly in elevation and partly broken away, of an illustrative form of safety valve constituting part of a fluid pressure system;

Figure 2 is a fragmentary section of the valve disk and adjacent parts of the valve shown in Figure 1, the parts being shown in the relative positions they occupy when the valve is in substantially full open position and ready to cut on" and close;

Figure 3 is a vertical section through the valve disk itself;

Figure 4 is an enlarged fragmentary section through the valve disk carrier or piston and cylindrical guide to illustrate the serrated outer periphery of the valve disk carrier or piston;

Figure-5 is a fragmentary section similar to Figure 2 of a somewhat modified form of safety valve;

Figure 6 is a vertical section through the valve disk of Figure 5;

Figure '7 is an enlarged fragmentary horizontal cross-section showing the manner in which the throat tube is assembled and secured to the body of the valve;

Figure 8 is a fragmentary horizontal crosssectional view through the exhaust belt of a modified form of the valve illustrated in Figure 1, the modified form of valve being provided with bimetallic strips for controlling the exhaust ports in the exhaust belt;

Figure 9 is an enlarged fragmentary vertical section through the exhaust belt and one of the metering valves through the same modified form of safety valve;

Figure 10 is a vertical section through an illustrative form of pilot valve constituting part of the fluid pressure system, the cross-section being taken at right angles to Figure 1;

Figure 11 is a similar view of an illustrative form of pilot-actuated valve constituting part of the uid pressure system;

Figure 12 is a diagrammatic or schematic representation of the preferred embodiment of my fluid pressure system;

Figure 13 is a diagrammatic o r schematic representation of another embodiment of the fluid pressure system; and

Figure 14 is a diagrammatic representation of a solenoid-operated valve that may be used in the uid pressure system.

Referring in greater detail to the safety valve shown inFigures 1 to 5 inclusive, the numeral l denotes the valve body or bowl of the valve. This element, which is shown as being in the form of a pear-shaped hollow casting or forging, may advantageously be of steel, though other metals or alloys may be used. The top of the body is open and is provided with a at annular seat 2, which serves a purpose to be hereinafter pointed out.

The body is provided at its lower end with the horizontal flange 3 and the lugs 3a. The reference numeral 4 denotes a relief opening for connection with a steam boiler or a tank adapted to contain fluid under pressure. The relief opening 4 tapers upwardly into the body of the valve, and has a stepped upper portion providing an annular recess 4a. Within this annular recess are secured the throat tube nozzle 5 and the nozzle expansion ring 5a in a manner to be later described.

The throat tube is preferably stream-lined at its upper end, and is provided with an annular valve seat 6. It may advantageously be provided with a nozzle ring 'l mounted concentrically with the valve seat. The ring 7 is preferably mounted adjustably on the upper end of the throat tube as by means of cooperating screw threads on both the tube and the ring. The locking screw la may be provided to maintain the ring in adjusted position. The shape of the ring does not constitute an essential feature of the invention, but it should preferably be such as to secure a minimum blow-Y down and to eliminate what is technically known as warn or simmer at popping.

It is to be particularly noted that between the valve seat 6 and the upper periphery of the nozzle ring 'l there is formed a V-shaped annular groove 7b. This groove, which is normally covered by the valve disk and disk carrier, constitutes in effect a pilot valve, the least amount of steam leaking into this space from the throat tube being sufficient to cause the valve to pop without any accumulation of pressure. As will be hereinafter pointed out, the upper portion of the groove may be restricted when the valve disk is on its seat by means of an annular ridge provided on the underside of the piston or disk carrier (see Figure 2) or by means of an overhanging portion on the valve disk (see Figure 5).

The valve disk (see Figure 3) is designated generally by the numeral 8. connected to the disk carrier or piston V9 and to' the lower reduced end I of the spindle II in al manner to be described. It is to be particularly noted that the piston 9 preferably projects through the valve body to the atmosphere. In this way, I have found it possible to obviate the accumulation of steam above the valve disk which usually occurs in conventional constructions. The valve disk consists of a disk-like body portion I2, which is wide enough to cover the valve seat 6 and to close the passage through the bowl. The underside of the body portion I2 is preferably provided with an annular rim I 2a, which may advantageously be the same width as the valve seat E. This rim serves to prevent the formation of fins on the valve seat. The formation of ns is a principal cause of leakage.

In the valve disk of Figures l, 21 and 3 the annular rim I2a is shown as being disposed at the outer edge of the underside of the valve disk. The annular rim may be spaced a short distance from the outer edge, as in the embodiment of the nvention illustrated in Figures 5 and 6.

The valve disk 8 is preferably provided with a lower conical portion I4, which cooperates with the upper end of the throat tube 5 to minimize the resistance to the flow of steam from the throat tube. By stream lining the portions of the valve with which the steam vcomes into direct contact, I have found it possible to obtain a nozzle efciency of 94 to 97%. This high efficiency renders it possible to obtain full opening of the valve instantaneously, and without any appreciable accumulation of pressure (overpressure) This is particularly so in valve constructions wherein the piston or disk carrier 9 is provided on its underside with the annular ridge previously 4referred to.

The valve disk is further provided with a central recess I5, which extends well into the body portion. The lower end I5a of the recess is hemispherical in shape and extends well below the valve seat level I2a. The body of the valve disk is symmetrical in design and preferably has the same wall thickness as the throat tube. The valve disk has a minimum amount of metallic contact with the disk carrier 9' and the spindle I I. It is to be particularly noted that the reduced end I of the spindle has a narrow rounded point I0a which is received in the hemispherical recess I a in the valve disk 8. The foregoing structure is such that the heat transfer between the various elements is kept at a minimum and the radial expansion of the valve disk is substantially the same as that of the valve seat 6. As a result, the tearing action between the valve disk and the seat so characteristic of prior art valves is practically eliminated. Furthermore, there is no tendency for the valve disk to either tilt on its seat or to become distorted. Hence, the valve disk must either pop or lie substantially nat on its seat.

The disk carrier or piston 9 is in theform of a cylindrical cup having the cylindrical recess I6 It is detachabl-y in its bottom. The valve disk 8 is received within the recess I6 with its conical lower portion III extending down into the throat tube nozzle 5. The depth of the recess is preferably such that the body 8 projects slightly below the bottom of the disk carrier. The restricted lower end Iil of the spindle I I extends through yan aperture in the bottom of the carrier S into the recess' I5 of the valve disk. A cotter pin Il, which may well be of stainless steel, extends through alined apertures in the disk carrier Q, the restricted upper portion I3 of the valve disk and the restricted lower end of the spindle I I to detachably secure the valve disk to the disk carrier and to the spindle. The rounded pointed lower end lim of the spindle'ts snugly in the hemispherical bottom I5 of the recess I5 of the valve disk.

The disk carrier or piston e is shown as being provided about the recess IS with an annular ridge I8 which overhangs the annular groove 'ib between the throat tube 5 and the nozzle ring l. The ridge IS restricts the wide portion of the groove ib when the valve disk is on its seat, and appears to have the effect of increasing the serrsitivity of the valve, resulting in instantaneous full lift of the valve disk, particularly in small valves up to 11/2. As will hereinafter be pointed out, the groove il) may be restricted by means of an overhanging portion on the valve disk (see.

Figure 5).

The disk carrier or piston i? is mounted for slidable movement in the guide IB. The guide is substantially cylindrical in form and is provided at its upper end with an annular flange Eil,

which is adapted to seat on the annular seat 2 on the bowl I. The ange 26 may be secured to the seat in any suitable manner, as by means of the threaded bolt 2i. In ease the valve seat hasV to be remachined, the guide member be lowered the necessary amount to cause .a reseating of the valve disk by machining the annular seat 2 the required amount.

The outer surface of the disk carrier or piston 9 or the inner surface of the guide I9 may be A' serrated to form a labyrinth type of packing between these two elements. In Figure 4 the serrations are shown provided on the outer surface of the disk carrier and are indicated by the reference character S. The angle of the serrations to the vertical is such as to secure the maximum possible expansion of the pressure carried in the exhaust belt of the guide to be hereinafter described, and depends to a large extent upon the pressure and temperature of the steam or other gas under the valve. For pressures of from 200 to 400 pounds, I have found an angle of from 2 to 6 to be suitable to give the best possible type of labyrinth packing. By permitting the escape of a small amount of steam to the atmosphere around the periphery of the disk carrier metallic contact between the disk carrier and the guide I9 is reduced to a minimum during the entire time that the disk is away from the seat. After each pop, the disk carrier is perfectly free on the spindle and may be rotated its full tolerance.

The upper peripheral margin of the disk carrier 9 is shown as being flared at Ida at about an angle of 45. This serves to deect the steam escaping between the piston I) and guide I 9. away from the spring to be hereinafter described, thereby protecting the spring from direct contact with the escaping steam. As will hereinafter be pointed out, a deflector plate may be mounted on the spindle between the disk carrier and the aceasea spring to protect the spring as well as the frame y rods to be hereinafter described, in which case it will be unnecessary to provide the upper peripheral margin of the disk carrier with the flare I8a.

IThe numeral 22 designates an annular recess formed in the inner surface of the cylindrical guide I9 near its lower end. This recess will hereinafter be referred to as the exhaust belt or exhaust chamber for a reason which will appear as the description proceeds. The upper and lower walls of the exhaust belt are preferably disposed at right angles to the vertical circumferential wall. The underside of the lower wall may advantageously be bevelled at an obtuse angle, as indicated by the reference numeral 23.

The outer circumferential wall of the exhaust belt is provided with one or more apertures 23a, which may advantageously be disposed radially at equal distances about the exhaust belt. These apertures will hereinafter be referred to as exhaust ports. Opposite one or more of the exhaust ports is a valve disk 24 disposed at right angles to the corresponding port and carried at the inner end of a threaded rod 25, which extends through the wall of the bowl. In a preferred embodiment, there are four exhaust ports equally spaced about the exhaust belt, two of the exhaust ports being provided with valve disks 24 and the other two exhaust ports being uncontrolled. The valve disks 24 will be hereinafter referred to as metering valves.

At this point, it is to be noted that the exhaust belt is above the valve seat and that it is normally closed about its inner periphery by the lower periphery of the piston 9. As soon as the valve disk recedes from its seat, the exhaust belt opens into communication with the throat tube, and permits a sucient amount of steam under pressure to escape from under the valve disk, thus preventing a building up of pressure under thel disk. The area of the exhaust belt is large enough to compensate for the jet action and reactive force, but it is not as large as the area of the throat tube. The exhaust belt provides means for eliminating the undesirable effects of jet action and reactive force, thereby rendering it possible to achieve instantaneous full opening without sacrificing minimum blow-down.

It is alsoto be noted that the metering valves constitute means to regulate or control the amount of steam escaping through the exhaust belt. The metering valves provide for fairly accurate control or regulation of any reaction pressure to which the valve disk may be subjected, and permit a fairly wide range of blow-down. To increase the blow-down, it is merely necessary to screw the threaded rod 25 in toward the exhaust ports, while to decrease the blow-down, the rods are screwed outwardly. I have found it possible to vary the blow-down from above 8% to as low as 1/2 of 1%.

It is further to be noted that the adjustment of the metering valves is unaffected by the rise and fall of the exhaust belt due to body extension, as the exhaust belt is always within the active eld of operation of the nozzle ring.1. Furthermore, no rearrangement or changing of the parts is necessary when the guide I9 is lowered to reseat it after the valve seat is remachined'as has already been described.

Referring now to the spindle II, it will be noted that in addition to its reduced lower end IIJ it has an upper reduced end 26, which forms a shoulder '21 with the central body portion or the spindle. The end 26 extends through a yokel or cross-bar 28, kand is lthreaded as shown for a lugs 3a. These frame rods serve to overcome in large measure the effect of crawl or body elongation by maintaining the pressure of the spring practically constant.

The numeral 32 designates a sleeve, which is mounted on and suspended from the shoulder 21. For most of its length the inner diameter of the sleeve is greater than that of ther spindle II. The sleeve is provided at its lower end with a ange 33, which is spaced a small distance above the top of the disk carrier or piston 9. rlihe numeral 34 indicates a collar or spring washer to which is connected in any suitable manner the coil spring 35, the other end of which spring is supported upon the ange 33 of the sleeve. The spring is shown as being exposed, but it may be enclosed, particularly if the valve is to be used in still work. Pressure is adapted to :be applied to the spring through the collar or spring washer 34 by means of the pressure screw 29, which bears directly against the collar or spring washer. The guide rod 35 serves to prevent rotation of the spring washer 34 and the spindle II with rotation of the screw 29. Rotation between the spring and the spindle generally occurs in conventional valves when the pressure screw 29 is rotated to set the yvalve to It is to be noted that the top of the sleeve 32l is the lower limit of movement Aof the spring washer or collar 34; also that the distance between the lower surface of the-washer or collar 34 and the upper margin of the sleeve 32 is equal to the lift that will give full capacity of the nozzle or orifice of the valve. Hence, it is impossible to strain the spring by an overload, for when the spring reaches its capacity `or required compression for full lift the washer or collar 34 and the sleeve 32 contact. It is also to be noted that the mounting. of the spring also eliminates side thrust and friction between the parts, and that there is a minimum of metallic Contact between the spring mounting and the rest of the valve. As will hereinafter be pointed out in greater detail, the spring is protected from direct contact with the steam and from great and sudden temperature changes by means of the delector plate 31 now to be described.

The deflector plate 3l is secured in a suitable manner to the spindle I I between the valve :body I of the valve and the sleeve 32. The deflector plate may be rectangular in form and may be provided with the downwardly extending flanges 38 and 39 at the two edges adjacent the frame rods 30 and 3|. The denector plate serves to deflect any steam or vapor that might otherwise reach the frame rods 39 and 3l and the spring 35, thereby protecting said elements from great and sudden temperature changes. Heat cannot reach the frame rods and spring directly. For

instance, heat of conduction to reach the spring I ,35 has to passup the spindle II tothe point of I suspension of the sleeve 32 .adthen down again to the flange 33 of the sleeve.V In this connection, it may be stated that the quantity of heat transmission to the frame rods and the spring can be further decreased by insulating the frame rods from the valve body andY insulating the delector vplate from the spindle H. A suitable manner of insulating the frame rods consists in encasing them in insulation material, it being preferable to maintain com-plete circulation around the frame rods. Itis generally not necessary to extend thel insulation material above the deector plate.

The numeral do designates a cap or bonnet of suitable form or construction, which may be secured by means of set screws M and 42 to the yoke or cross-bar 23. The bonnet may be Aprovided at 'its top with a threaded aperture adapted to linterchangeably receive a plug 43 or a gag screw (not shown).

The numeral Ml refers to a lever which is fulcrumed at 45 in the bonnet. The lever engages the lower surface of a nut 46, which is threadedly connected to the upper reduced end 26 of. the

spindle I I, and extends through an aperture provided in the side of the bonnet. The lever provides a means for raising the valve disk from its seat by hand or by means of a cable (not shown).

The embodiment Vof the invention illustrated in Figures 5 and 6 differs from that shown in Figures 1, 2 and 3` lin several important particulars. Figures 5 and 6 the parts are designated by the same numerals as in Figures 1, 2 and 3, a prime being added. It will be noted that the valve disk 8' is somewhat wider than the valve disk ilv and that the annular rim IZa on the undersurface ofv the valve disk is spaced inwardly from the outer edge of the valve body, so that the annular recessed edge portion l2?) beyond the rim I-Za overhangs the annular groove. It will also be noted that the recessed portion IZb issomewhat below the lower surface of the piston or disk carrier 9', so that the recessed portion 12b overhangs the groove '1b' and serves to restrict its wide portion. This restriction, as previously stated, has the eiect of increasing the sensitivity of the valve.

At this point, it is to be noted that the nozzle ring 1 in Figures 1 and 2 or the nozzle ring I in Figure 5 may be adjusted so that its upper rim portion is either ush with the valve seat, or above or below the valve seat a desired amount.

Reference will now be had to 'Figure '7, which is an enlarged fragmentary vertical cross-section through the upper end of the relief opening d, the throat tube nozzle 5 andv the nozzle eXpansion ring 5a, showing the manner in which these elements are assembled prior to the operation of expanding and rolling the throat tube nozzle and the Vexpansion ring into the recess 4a at the upper end of the relief opening.

As shown in Figure '7, the expansion ring 5a is wider at the bottom than at the top, thus providing an annular step 51. The bottom of the ring may advantageously be provided with a substantially horizontal outer marginY 58 and with an inner margin 59 that slopes upwardly as shown. The outer diameters of both the top and bottom portions of the ring 5a are somewhat smaller than the diameter of the recess 4a, and the inner diameter of the ring is somewhat smaller than the diameter of the restricted upper portion of the relief opening 4, In assembling merely necessary to dropV the expansionring within the recess so that the horizontal outer margin -58- of the ring rests on the floor of the recess.

The throat tube nozzle 5 is provided with an outer annular vertical iiange t@ and an inner vertical Iiange El, the two anges being connected by means of a curved annular recess 62. The outer `diameter of the throat tube nozzle 5 is somewhat smaller than the recess 4a, but it is somewhat larger than the diameters or" both portions of the expansion ring 5a. The inner diameter of the flange 60 is somewhat smaller than the diameter of the lower portion of the expansion ring, but it is somewhat larger than the diameter of the upper portion of the expansion ring. The inner diameter of the throat tube nozzle (i. e. the inner diameter of the inner flange Blf) is somewhat larger than the inner diameter of the expansionring. The inner flange 6| of the throat tube nozzle is substantially shorter than the outer flange 5l), so thatl when the throat tube nozzle is placed' in position (see Figure 7), the outer flange rests on the step 51 'of the expansion ring and the ange 6l does not quite reach the upper surface of the expansion ring. The expansion ring is preferably of the same material as the body of the valve or of av material having substantially the same coeiiicientl of expansion. As examples of suitable materials may be mentioned stainless steels such as a4 to 6 chrome steel or a molybdenum steel. The1 throat tube nozzle may also be of the same material. as the valve body, but it is preferably of a material having a slightly greater coeiiicient of expansion. The differential expansion should be within the elastic limit of both the throat tube nozzle and the expansion ring. The thickness of the thoat tube nozzle and the expansion ring are such thatthey can readily be expanded and rolled in the manner to be described.

To seourethe throat tube nozzle to the body of the valve, the throat tube nozzle 5 and the expansion ring 5a are assembled` in reference to fthe relief opening as shown Figure 5,. and are held by means of la suitable form of clamp tov keep them in alinement and to prevent rotation. The throat tube nozzle andthe expansion ring are then rolled into the recess lo by means of a suitable forml of expander in a manner similar to that employed in standard boiler tube practice. During this operation, the outer Deriphery of the throat tube nozzle and the outer periphery of the lower portion of the expansion `ring are forced against the vertical Wall of the recessV 4o'. and the outer periphery of the upper portion of the expansion ring is forced against the inner periphery of the flange Eil, so that the flange Si? is securely and permanently clamped between the upper portion of the expansion ring and the vertical wall of the recessv The inner peripheries of both the throat tube nozzle and the expansion ring' become flush with the upper endof the relief opening the bottom 58, 59 ofV the expansion ring becomes flush with the doorv of the recessV ta, and the inner flange 6I- of the throat tube nozzle is flattened against the top of the expansion ring. The described rolling operation is preferably carried out before the other parts of the valve such as thev guide, piston valve disk, etc. are assembled. The construction andv manner of assembly just described afford` a very inexpensive Iand effective way to insure tightness between the throat tube and the the expansion ring 5a with they recess 4a, it is 751 valve body and to eliminate leakage between the v or more horizontal annular groove-s.

seat ring and the body wall due t variable expansion and contraction. The above described construction also serves to greatly reduce the differential expansion between the valve body and throat tube, thereby avoiding undue stresses at the base of the valve and greatly reducing the compressive strain on the tube.

Before leaving the throat tube construction, it may be state-:l that the effectiveness of the clamping action of the expansion ring may be substantially increased by providing the vertical wall of the recess ila and the outer periphery of the upper portion of the expansion ring with one in Figure 7, it will be noted that I have provided the vertical wall of the recess da with an annular groove 63 and the outer periphery of the upper portion of the expansion ring Ea with an annular groove 04. 'Ihe annular groove 0s is somewhat lower in position than the groove t3, and it will be understood that during the expanding and rolling in operation a portion of the smooth outer surface of the flange is forced into the groove1 G3 and a portion of the smooth inner surface of the flange 60 is forced into the groove 64.

Cooperating annular ribs and grooves may also be provided between the lower portion of the expansion ring lic and the recess la and between the upper portion of the expansion ring and the flange 60 of the throat tube nozzle. In Figure '7, it will be noted that l have provided the lower portion of the expansion ring with a horizontal annular rib 55 `and that I have provided the vertical wall of the recess lia with a coperating annular groove Sii. Also that I have provided the inner surface of the flange 50 and the upper portion of the expansion ring 5a with cooperating annular groove el yand rib t5. Each cooperating annular groove and rib are preferably of the same the same vertical dimension (width) but the ribs are preferably of a greater horizontal dimension than the cooperating grooves. It will be understood that during the expanding and rolling in operation, the ribs 65 and 68 will be forced into the corresponding grooves t6 and Sl and that because of the relative dimensions of the ribs and grooves, the ribs will be caused to flatten out or become bull-nosed, thereby forming a tight and permanent seal.

The valve may be installed in any position, but it should preferably be installed either vertically above the steam line or with the spring and frame rods hanging vertically below the line. if the valve is to be installed vertically downwards, it is preferable to provideA a housing for the spring. As previously stated, the frame rods may also be encased in insulation material, provided that complete circulation around the frame rods is maintained.

T.t is through that the mode of operation of the valve will be understood from the foregoing description. Suffice it to say, that asthe pressure of the steam in the throat tube reaches the popping pressure, the valve disk rises instantaneously to its full lift in a single stage. As has been previously stated, the least amount of steam at Y popping pressure leaking from the throat' tube into the annular groove between the valve seat and the nozzle ring (space ib in Figure 2) is sufcient to cause the valve to pop. As the valve disk recedes from its seat, steam is compressed into the exhaust belt from which it escapes through the exhaust to an extent depending upon the adjustment of the closure disks of the metering valves, thus removing the xcess pressure from beneath the valve disk and eliminating all impediment to the closing of the valve when the necessary relief is obtained. As the valve disk returns to its seat the steam in the annular groove between the valve seat and the nozzle ring is compressed, forming a cushion so that the valve disk seats without shock or injury to the meeting surfaces. As previously noted, the metering valves may be readily adjusted to give a predetermined blow-down for a given set of conditions.

As has been stated, due to the difference in density between saturated and superheated steam, the adjustment of the metering valves cannot be the same for superheated steam as for saturated steam. In order to maintain the blowdown for superheated steam when the metering valves are adjusted for saturated steam, bimetallic strips and clips may be provided in association with the exhaust ports.

The bimetallic strip used in association with one of the exhaust ports is illustrated in Figure 8 and the bimetallic clip used in association with one of the metering valves is illustrated in Figure 9.

Referring to Figure 8, which is a fragmentary horizontal cross-section through the exhaust belt of a modified form of valve, the numeral |00 denotes the guide, within the lower end of which the exhaust belt is formed, and the numeral |0| denotes one of the exhaust ports in the exhaust belt. This is one of the exhaust ports that is not provided with a metering Valve. The numeral |02 designates a support in the form of an arc which is permanently secured by rivets |03 to the wall of the exhaust belt. The numeral |04 denotes the bimetallic strip, which is also in the form of an arc having the two bent back end portions |05 and |06. The bimetallic strip is secured to the support |02 by the two rivets |03 in parallel spaced relation to the wall of the exhaust chamber with the two bent back end portions |05 and 06 in contact with the wall as shown. One or more apertures may be provided near the end portions of the support |32 to enable the steam to come into contact with the bimetallic strip and to pass freely through the exhaust port when the bimetallic strip is in the inactive position shown in solid lines.

The two metals of which the strip |06 is made are so chosen that the strip will expand and move outwardly against the exhaust port ISI as shown in dotted lines, when the temperature reaches a predetermined amount, and the strip will return to its normal position (shown in solid lines) when the temperature drops again to a predetermined lower limit. The upper and lower limits depend upon the conditions under which the valve is to be used. For instance, if the valve is to be used with steam at a pressure of 600 pounds per square inch, the upper limit should be about 200 higher than 486 F., which is the temperature of saturated steam at 600 pounds pressure. An upper limit of about 700 F. has been found to be particularly suitable. The lower limit may be between 486 and 700 F., a suitable lower limit being about 500 F. The range between 486 F. and 700 F. will adequately take care of steam at 600 pounds pressure having from about 200 to 400 superheat.

It will be understood from the foregoing description of the bimetallic strips that at 600i pounds pressure, the exhaust ports will remain open as long as the temperature of the steam in the exhaust belt is below 700 F. Hence, as long vthe internally arranged bimetal'lic strips Y and the valve disk of each meteringvalve pro- Y vided with a bimetallic strip or clip I I5.

"Il as saturated steam or steam Vhaving, less. than 2149 superheat is in the exhaust belt, the exhaust ports will remain open, thereby permitting suiicient steam to escape to keep the blow-down at the value for which the valve was set or designed. Ii the ports were noty provided with the bimetallic strips the portsV would also remain open' in case steam of a high superheat were to pass into the exhaust belt. Since super-heated lsteam is less dense than saturated steam, the

blow-down would tend to decrease belowv that for which the valve was set or designed. The closing of the ports by the bimetallic strips serves to retain the steam in the exhaust chamber and hence overcomes the tendency for the blow-down to decrease, thereby maintaining the blow-down at the predetermined value.

Referring to Figure 9, which isa fragmentary vertical cross-section through the exhaust belt of a modiied form of valve, the numeral IIEi denotes the body of the valve, the numeral I|| is one of the exhaust ports in the exhaust belt and the numeral I2 is the metering valve. The metering valve consists of a valve disk H3 carried on the inner end of a threaded rod I-III, which extends through the wall of the valve body Ht'. Secured to the valve disk in a suitable manner is a bimetallic strip or clip H5, which is normally inclined so as to perm-it the escape oi steam from the exhaust port I I I. Thev bimetallic strip or clip has a free lower end H6, which under the iniiuence of steam of a predetermined temperature is adapted to move inwardly against the exhaust port III, thereby sealing it against the escape of steam. The bimetallic strip or clip I5 may be utilized in the same valve in which the bimetallic strip I' is used, in which case the two elements of which the clip or strip II5 is formed would preferably have the same characteristics as the bimetalflic strip IBG. In an illustrative form of valve, the exhaust belt is provided with four equally spaced exhaust ports, two opposite exhaust portsbeing provided with metering valves. The exhaust ports that are not prowided with metering valves are provided with I,

If found necessary or desirable, the bimetal'lic strips may be omitted from all but one of the exhaust ports or metering valves.

Each of the various forms of valve that has Vbeen described is suitable for use either as a pilot valve or as a pilot-actuated valve in a uid pressure system. If the valve is to be used as a pilot-actuated valve, it should not .be provided with the bimetallic strips and clips above described.

Reference will now be had 'to Figure 10., wherein is shown an illustrative form of pilot valve that may be used as part of my fluid pressure system. rIhe valve body is designated by |20, the relief opening by I2|, the throat tube and associated parts by |22, and the flanged opening to the atmosphere by |23. The body or the valve Y is provided with a flat annular seat |2' upon which are mounted the cylindrical guide |25 and the adjusting ring |26 for the guide. The an- Y nular seat |21? is provided with a plurality of spaced threaded apertures for receiving the studsv I2?, which are threaded at their bottom porons as indicated.

The guide is provided with an annular ange |28 as shown, which is Yprovided with a plurality of apertures equal in number to those the annular'seat |24. The outer periphery of the fla-nge is threaded as indicated by the numeral |29 to receive the adjusting ring |25. The adjusting ring is in the form oi a split annulus, provided on each side of the split with an ear |30, the two ears being provided with alined apertures for receiving a bolt I3I. A suitable form of lock nut (notshown) may be provided for the bolt. The ring is provided on its inner periphery with screw threads |32.

From the foregoing description, it is thought to be clear that the cylindrical guide may be readily adjusted so that the floor of the exhaust belt to be hereinafter referred to may bea predetermined or desired amount above the valve seat. This adjustment may be made by loosening the lock nut on the bolt |3|, rotating the adjusting ring the necessary amount, and tightening the lock nut. Finally, the nuts |33 and |34 are tightened on the studs I2?.

Referring further to Figure 10, the disk carrier or' piston is denoted by |35, the spindle by |36,

the spring by |31, the sleeve for the spring by |38,

` the spring washer by |38a, the pressure or adjusting screw by |39, the cross-rod for the frame rods (not shown). by |40, the bonnet by |4I, the operating lever by |42, the deilector plate by |43 and the valve disk by IM. The numeral |45 denotes the exhaust chamber, and |46 and Ida designate two of the exhaust ports, which are not provided with metering valves. One of these ports (Ia) is in alinement with a tube |41, which may be formed integrally with the body of the valve. The port. Mita may be one of the two ports, which are normally provided with metering valves, in which case the tube |41 would be at right angles to port IIIBa instead of being opposite thereto as shown. In such case, only one instead of two of the ports would be provided with metering valves.

The tube |41 may advantageously be provided with a flange |48, so that the tube I 41 may be readily Vconnected with a second tube |49 leading to the operating lever of a pilot-actuated valve. For this purpose the second tube I 49 may also be provided with a iiange |59. Instead of the il- Iustrated flanged connections, screwed connections may be used, if so desired, as the pressure developed in the actuating line is relatively small.

Any conventional form of safety valve may be modified in construction so as to be actuated by the jet of steam issuing from the exhaust port ofthe pilot valve of Figure 10. It is merely necessary to provide the valve to be actuated by the pilot valve with means actuated by the jet of steam to raise the operating lever and hence the valve disk independently of the valve disk.

In Figure 11 is illustrated a form of valve simiylar to the valve of Figure 10 modied in construction to adapt it for use as a pilot-actuated valve. The valve body is indicated by I5I, the relief opening by I 52, the ilanged opening to the atmosphere by |53, the throat tube assembly byl |5, the guide by |55, the adjusting ring forv the guide by |56, the deflector plate by |51, the valve disk by |58, the piston by |59, the spindle by |50, the spring by I5 I the sleeve for the spring by |62, the spring washer by |53, the pressure or adjusting screw by |64, the nozzle ring for the throat tube by |55, the locking screw for the nozzle ring by |66', the exhaust belt by II'I, the exhaust ports by |68 and the metering valves by |69. All of the foregoing elements are substantially of the same construction as the corresponding elements shown in Figure 10.

,In Figure 11, the numeral III) denotes a modied form of cross-bar or yoke provided with an extension |1| for supporting the cylinder |12. The cylinder has a reduced upper portion |13 which ts snugly in an aperture provided in the extension, a part of |13 extending above the aperture and being provided with screw threads to receive a nut |14 to secure the cylinder in position. The numeral |15 denotes a lock nut of suitable construction provided with a key in the form of a cotter pin |16.

Mounted for vertical slidable movement within the cylinder |12 is a piston |11 provided with a vertical pin |18, which projects above the lock nut |15 and is normally in contact with the undersurface of the operating lever |19. The lever may be provided with a cam surface |80 as shown to coact with the pin |18. The lever is fulcrumed at |8| in the bonnet |82 of the valve and contacts the lower surface of a nut |83, which is threadedly connected to the upper reduced end of the spindle |50. The nut |83 may be locked in position by means of a suitable form of lock nut |88.

The piston |11 may advantageously be of the construction illustrated in Figure 11. As there shown, the piston has a wide lower portion |85 fitting snugly in the central portion of the cylinder, and a narrow upper portion |85 fitting snugly in the reduced upper portion of the cylinder. The lower portion of the piston may be hollowed out as at |81 to reduce the weight of the piston and may also be provided about its outer periphery with a number of annular grooves |88 and |89 and with a number of serrations |90.

The narrow upper portion of the piston may be`v provided with a series of peripheral serrations |8| and with a number of vertical slots |82. The purpose of the annular grooves and serrations in the piston is to form a labyrinth packing as in the case of the guide and piston of the valves. slots |52 permit air and steam to escape from the cylinder when the piston rises to prevent the pressure within the cylinder from building up.

The bottom of the cylinder |12 is closed by means of a plate |93. and the bottom plate |83 is provided a vertical cylindrical screen |90 for a purpose which will appear as the description proceeds. As shown, the bottom of the cylinder is provided at one side .'ith an opening |55 for connection to the actu-G50 ating line M9 from the pilot valve. Steam entering the cylinder |12 through the aperture |95` must pass through the screen, and hence any dirt that may be in the steam is kept out of the cylinder.

It is to be noted that the above described construction renders it possible to rotate the crossbar or yoke |10 with the frame rods (not shown) as much as 180 to meet piping requirements.

It will be understood from the foregoing description that when the pilot valve pops, there will issue from the exhaust port Idlia a jet of high velocity steam which will flow through the tubes 41 and M8 to the cylinder |12 of the pilot-actuated valve, and that this jet of steam will raisethe piston |11 and the pin |18 against the cam surface |80 on the undersurface of the lever |19, thereby raising the valve disk |58 independently of the pressure under the valve disk. When the pilot valve closes, the flow of steam from the eX- the fact that the steam in the actuating line tends.

Between the piston |11i45 14 to expand. It is also to be noted that in case the pilot valve for some reason fails to function, tne pilot-actuated valve will nevertheless operate to relieve excess pressure that may be built up under the valve disk |58.

Reference will now be had to Figure 12, wherein I have illustrated a preferred embodiment of the above referred to fluid pressure system. In said figure, 250 indicates the drum of a steam generating boiler, 25| denotes the coils of a superheater, 252 is a suitable connection between the drum 250 and the superheater coils, 253 is the superheater outlet line, and 254 is a suitable connection between the superheater 25| and the superheater outlet line 253.

The letter A designates a pilot valve on the drum, B is a pilot-actuated valve on the superheater outlet line, C is a second drum valve which, however, is not a pilot valve, and D is a second Vsuperheater outlet valve, which may but need not be a pilot-actuated valve.

The valve A may be of the construction shown in Figure 10, and valve B may be of the construction shown in Figure 11. Valves C` and D may be of the construction shown in Figures 1 to 5 inclusive. Valve D may be provided with the bimetallic strips or clips illustrated in Figures 8 and 9.

The numeral 255 designates the actuating line from the exhaust belt of the pilot valve A to the cylinder 256 of the pilot-actuated valve B. This cylinder contains a piston (not shown) provided with a pin 251 which is in contact with the underside of the operating lever 258.

The letter E denotes a gate valve connected to the drum 250 by means of a line 258 and to the actuating line 255 of the pilot-'actuated valve B by means of the line 280.

In the illustrative embodiment of the system shown in Figure l2, the pilot valve A may have a capacity of 8,000 pounds of steam per hour, a popping pressure of 610 pounds and a blowdown of 18 pounds; the pilot-actuated valve B may have a capacity of 45,000 pounds of steam per hour, a popping pressure of about 610 pounds and a blow-down of 18 pounds; valve C may Ahave a capacity of 55,000 pounds of steam per hour, a popping pressure of 616 pounds and a blow-down of 18 pounds; and valve D may have a capacity of 38,000 pounds of steam per hour, a popping pressure of 618 pounds and a blowdown of 18 pounds.

It is thought that the operation of the system will be readily understood from the foregoing description. Sunice it to say, that if the system is operating normally and a heavy draft of steam is being taken from the outlet line, the pressure in the system will remain below the popping pressure and all of the valves will remain shut. Should, however, the call for steam cease, there will be a rapid build-up of pressure in both the superheater and in the saturated drum. Due to the normal drop in pressure between the drum and the superheater, the pilot valve A will normally pop rst (i. e. as soon as the pressure under the valve disk in pilot valve A reaches 610 pounds). A small jet of steam from the exhaust belt of valve A will then be carried by the actuating line 255 to the cylinder 255 of pilot-actuated valve B, and the lever 258 thereof will be raised by the piston and valve B will also pop. If the popping of valves A and B does not relieve the pressure in the line suinciently, then valve C Will pop, and if the pressure is still not reduced sufciently, valve D will C :and D will close about the .same time as valve B.

. .1 vIn case valve A for any reason fails vto pop,

valve B will nevertheless pop as soon as the popping pressure is vreached below its valve ydislr. 'In case of :an emergency, the chief engineer can readily open the gate valve E, thereby causing .15

-valve B to pop irrespective of the line pressure,`

Y-and preventing the burning out of rthe superheater coils.

'The embodiment of the invention shown in Figure 13 differs Vfrom the system shownin Fig- .2

ure 12 in that a solenoid-,operated valve is used to ycause the pilot-actuated valve on thessuperheater outlet line to pop in case of an emer- .gency.

Y',lieferring to Figure 13, 'the ,drum of the steam... generating boiler is denoted by V25D', the coils of the superheater by 25|', the connection between the drum and superheater coils by .252', the :superheater outlet line by 253', andthe connection between the superheater and the super- ,'30

heater outlet line by 254'. The pilot valve on the drum is designated by A', and the pilotactuated valve on the superheater outlet line by B'. The other valves are omitted for greater clearness of illustration.

. 3 The numeral .255" designates the actuating line from the exhaust belt of the pilot valve A' to the cylinder 256' of the vpilot-actuated valve B. The cylinder contains a piston (not shown) provided with a pin 251' which contacts the undero side of Lthe operating lever 258'. The numeral 268 denotes a line from a source of pressure such as steam, air, Water, oil or other fluid, said line'Z'S-Q being connected to the actuating line 255 yof the pilot-actuated valve B'. As shown the line 269' contains a solenoid-operated valve,` which may be either a ltwo or three way valve. lThe numeral 21e designates a push'button, switch orsimilar device for actuating the vsolenoid valve.

A check valve 21| is preferably placed in thewo line 255,'opening away from the valve A', yand a similar valve 212 is preferably kplaced in the line 2te', opening away from the solenoid-.operated valve, for a purpose which will appear as the description proceeds. ,n

The operation of the system in ,Figure 13 :is substantially as follows:

If the pressure in the boiler V259' rises too high, the pilot valve A will pop. Steam from the exhaust belt of valve A' will rush into the line i255 and into the cylinder 256 of the pilotactuated valve B', thereby raising the lever 258' 'and causing the valve B to pop. The vcheck valve 21| will permit the jet of steam to pass into vthe line 255', but the check valve 212 will .6

valve. 'In suchcase, the check valve 212 permits 70 the pressure medium, whether Vit be air, steam, Water or oil, to enter the actuating li-ne 255', While Ythe check valve 21| does not permit the pressure medium to reach fthe pilot valve A'.

VY`.1.'6 'valve isactuated 4at the-'same time that valve A' pops, the valve 2B' will be Aactuated by either the .jet vof 'steam from vthe valve A' or the pressure medium yfrom the solenoid-operated valve, Adepending upon which .medium is under the .greater pressure.

In Fig-ure 14, is shown a -valve which may oe lcaused to pop bythe direct actuation of `a solenoid.Y The Ivalve is denoted by F and -is illustrated as being mounted on either a drum or .superheateroutlet linezil. The valve .is of substantially the sameeconstructions as the pilot-actuated valves previously described, with the eX- Yception that the cylinder 23| houses a suitable -form of solenoid 282. The numeral 283 denotes a pin which is integral .withthe core of the solenoid, said pin v:being in contact with a cam 28a on the vbottomof the operating lever .285. The reference character 28h Ydesignates suitable connections to a :push button or actuating switch 281. It will be -understood that the 4push button or actuating switch 28:1 may be positioned at any convenient location, so that the Valve F may be caused to -pop whenever deemed necessary with- `out any undue .-delay. This also applies to the push .button or actuating switch 21e in the systemof Figure 13.

Any of the valves in the system of Figures 12 and 13 with `the exception of the pilot-actuated valve maybe provided with the solenoid-operating means shown in AFigure 14. .A valve thus equipped .may be directly caused to pop irrespective of `the pressure under the valve disk. In case the pilot valve is `thus equipped, direct actuationof the .pivot valve will cause the pilotactuated valve .to .pop inthe manner previously described.

In conclusion, `it ,may .be stated that various other .modications .of the invention may -be made, and that -it is therefore to be understood 4that the invention Yis knot to be considered ras being limited by the specific examples herein given as `illustrative of the invention, except as may be necessitated by the state of the 'prior art.

'IT-his application is a continuation of application Serial No. 417,775, filed November 4, 1941, now abandoned, which application is in turn a Acontinuation .in part Vof application Serial No. 287,608, VIiled July 31, 1939, now Patent No. 2,278,437, dated April 7,1942.

I-claim:

In fa iuid pressure system, the combination of a pilotvalve `and a pilot-actuated valve, the pilot valve `comprising a valve body provided with a relief opening adapted to be connected with a tank containing'luid under pressure, said opening zbeing provided about its periphery with an annular valve seat, a piston slidably mounted withinsaidfvalve 'body in alin-ement with said re- 'lief opening, and a valve disk carried by said piston in position normally to loe-seated against said val-ve seat, the 'body of said valve adjacent said relief opening being provided with an annular recess forming an exhaust chamber, piston 5 being adapted to Vuncover saidexhaust chamber,

the pilot-'actuated valve comprising a valve body provided with a relief port adapted to be connected `with ya tank containing fluid under pressure, said port being :provided about its periphery with an annular valve seat, a loaded spindle Vmounted in said valve body, a valve disk carried :by said spindle in position to be seated against said'valve seat, afleverrconnected to said spindle above said valve disk to lift Asaid spindle,

'If'it should happll 1h21? hBlSOIETLOd-iopeltd 76 a cylinder, a Jpiston slidably mounted in said cylinder and having a portion cooperating with said lever, and a connection from the exhaust chamber of the pilot valve to convey a jet of uid to one side of said piston to actuate said lever and to lift the valve disk of the pilot-actuated valve irrespective of the pressure below the valve disk of said pilot-actuated valve.

PERRY H. GENTZEL.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date Lucke Aug. 29, 1933 Graesser Mar. 13, 1934 Beck July 14, 1936 Beck et al. Nov. 4, 1936 Briscoe Nov. 21, 1939 Gentzel Apr. 7, 1942 Klafstad June 22, 1942 

